Discharge-valve mechanism for steam-engines



'No. 750,105. PATENTED JAN. 19,1904.

0. A. I'ERRARI & J. R. WHITTEMORE. DISCHARGE VALVE MECHANISM FOR STEAM ENGINES..J

- APPLICATION FILED MAR. 21. 1903.

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No. 750,105. V v 'PATENTED JAN. 19; 1904.

c. A. FERRARI & J; R; WHITTBMORE. v DISCHARGE VALVE MECHANISM FOR STEAM ENGINES;

APPLIOATIOR' FILED MAR- 21. 1903.

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. PATENTED JAN. 19, 1904; 0.. A. FERRARI & J. R'. WHITTEMORE. DISCHARGE VALVE MECHANISM FOR STEAM ENGINES.

AP PLIUATION FILED MAR. 21,- 1903.

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nu: NORR UNITED STATES Patented-January 19, 1904.

PATENT .OFFICE.

CARL A. FERRARI AND J OHN'R. WHITTEMORE, OF ERIE, PENNSYLVANIA, ASSIGNORS TO ERIE CITY IRON WORKS, OF ERIE, PENNSYLVANIA.

DISCHARGE-VALVE MECHANISM FOR STEAM-ENGINES.

SPECIFICATION forming part of Letters Patent No. 750,105, dated January 19, 1904.

Application filed March 21, 1903.

To all whom it may concern:

Be it known that we, CARL A. FERRARI and JOHN R. WHI'rTEMoRE, citizens of the United States, residing at Erie, in the county of Erie and State of Pennsylvania, have invented new and useful Improvements in Discharge-Valve Mechanism for Steam-Engines and the Like, of which the following is a specification.

This invention relates to discharge-valve mechanisms for steam-engines and the like; and it consists in certain improvements in the construction thereof, as will be hereinafter fully described, and pointed out in the claims. The invention is peculiarly adapted to discharge or exhaust valves of what might be termed the Corliss type, and it is so shown in the accompanying drawings.

, The object of the invention is to get a quick release from the cylinder with as little clearance as possible and is applicable to apparatuses comprising a cylinder and piston from which fluid is discharged either as the principal purpose or as an incident to the operation of the apparatus.

In the drawings, Figure 1 shows a side elevation of a steam-engine cylinder and exhaustvalve mechanism, a part being in'section to better show construction. Fig. '2 shows a circle on which is indicated a number of positionsof crank-pin; Fig. 3, a diagram indicating the positions of piston corresponding with the crank-pin and the steam-pressures at the several positions. Fig. 4 shows a section of a steam-chest and valve. Fig. 5 shows a side elevation of an engine, partly in section, the valve having a slightly-different arrangement than that shown in Figs. 1 and 4.

A marks the engine-cylinder; B, the piston; C, the valve, which, as before stated, is shown as an exhaust-valve; D, the exhaust-passage, receiver exhaust-steam chest, which for convenience we will hereinafter designate as the exhaust-steam chest. The cylinder and steam-chest are connected by the port a. The valve is of the oscillating type and is arranged clearance as possible.

Serial No. 148,890. (No model.)

4. The valve has the main port 0' and auxiliary port 0'. The valve mechanism consists of the valve-stem C, crank E, valve-rod E connecting the crank with the wrist-plate E; The wrist-plate is journaled on the pin 6 and connected with the reach-rod E The reach rod may be connected, as shown in Fig. 5, to the rock-arm E. The eccentric-rod E connects the rock-arm E with the eccentric E. This valve mechanism is not an unusual one and will be readily understood. The valve is preferably coupled up, so as toassume the position shown in Fig. 4., with the piston at the point marked 1 in the diagram shown in Fig. 3. The crank-pin will then beat the position shown at 1 in Fig. 2. As the valve is moved so "that the arrow is opposite the line 2 the piston reaches the point 2 and the wristpin 2. A similar arrangement indicates the position of the Valverelatively to the piston and crank-pin at the points indicated by the lines 3' and 4: and 3 and 4 The leading purpose of this-invention is to give aquick and large opening between the steam-chest and the cylinder with as littlev It will be noted that a single port a forms a means of communication between the steamchest and the cylinder. Both the ports 0 and 0' communicate with the cylinder through the single port a. One of the ports, preferably the auxiliary port 0', is closed by the steam-chest surface d. It will be noted that this port is in communication with the cylinder before the desired opening, and thus adds somewhat to the clearance. For this reason the auxiliary port 0 is made as small as consistent with obtaining a quick and large opening between the cylinder and steam-chest. 1

In the operation the main port 0 and the aux iliary port 0 preferably open together, the port 0 opening from the surface djand the port 0' from the surfaced. While the piston is moved from 1 to 2, as indicated inthe dia- 9 gram, Fig. 3, the valve moves so as to bring the arrow to the line 2. At this point the entire auxiliary port a is open, and there is an equal opening through the port 0. This movement of the valve, it will be noted, gives an opening to the cylinder of double the movement of the valve and relieves it of the large mass of steam very quickly. The movement of the piston from 2 to 3 being very slight does not require an additional opening, so that as the valve moves to bring the arrow to the line 3 the passage 0 continues to open as the passage 0 closes or is cut off by the surface 0?, so that the total area of ports in communication with the cylinder remains constant during this movement. While the piston is traveling from the point 3 to the point 4 there is a continued increase in the opening of the port 0 until the full opening is reached when the arrow reaches the line 4". The auxilitry port a, as will be seen, is cut ofl? from the steam-chest while in communication with the port a by the surface d, and the port 0 is cut off from both the steam-chest and cylinder by the surfaces (Z and d.

It will be noted that with this construction a double-ported effect is obtainsd without increasing the size of the opening from the interior of the cylinder, and by making the auxiliary port comparatively small the clearance is much reduced, so that the full benefit of the double-ported construction is attained without materially increasing the clearance over what it ordinarily is with single-ported valves. It will of course be understood that the doubleported arrangement gives a short or quick cut oil as well as a rapid opening.

It is desirable to have but one port to the cylinder. By making the closure for the auxiliary port 0 at its 00 tlet end this can be readily accomplished. It is also desirable to have a closure on that side of the valve which is next to the surfaces on the exhaust-steam chest, which forms the seat of the valvethat is, the closure at the side of the steam-chest against which the valve is pressed by the steampressure. In the structure shown this is the outlet end. By providing the two outlet-ports such a closure can be readily accomplished for both the main and auxiliary port.- The bridge between the ports also forms a means of support for the valve, so that the valve may be so held as to keep it in contact with the steamchest surfaces next to the cylnder-port.

The valve may be operated by any desired valve-gear; but we prefer the wrist-plate construction, as shown. In Fig. 1 the cranks, as

E, are arranged above the valve, while in Fig. 5 the cranks C are arranged below the valve. This simply requires that the valve C shown in Fig. 5, which corresponds to the valve C in the other figures, should have the port arrangement reversed that is, the auxiliary port should be at a side of the valve opposite to that occupied by the same port in the construction shown in Fig. 4, with a like reversal of the ports 0. The operation is exactly the same, and the mechanism accomplishes the same effect.

This valve has peculiar advantages when used as an exhaust-valve for steam-engines; but in the broader phases of our invention we do not wish to be understood as so limiting it. It is also. peculiarly adapted, though not necessarily limited, to the oscillating or rotating type.

What we claim as new is 1. In a discharge valve mechanism for steam-engines and the like, the combination of a cylinder; and exhaust-steam chest having a cylinder-port and outlet-port; and a rotative valve having a main and an auxiliary port therein, the main port being larger than the auxiliary port, the valve-seats on the exhaustchest and valve-ports being arranged to cut of]? the main valve-port from the cylinder, ex cept when exhausting.

2. In a discharge valve mechanism for steam-engines and the like, the combination of a cylinder, and exhaust-steam chest having a single cylinder-port connection with the cylinder and an outlet-port; and arotative valve having a main and an auxiliary port therein, the main port being larger than the auxiliary port, the valve-seats on the exhaust-chest and valve-ports being arranged to open both the main and auxiliary valve-ports to the cylinder-port simultaneously and to cut olf the auxiliary port at the outlet end.

3. In a discharge valve mechanism for steam-engines and the like, the combination of a cylinder; and exhaust-steam chest having a single cylinder-port connection with the cylinder and an outlet-port; and a rotative valve having a main and an auxiliary port therein, the main port being larger than the auxiliary port, the valve-seats on the exhaust-chest and valve-ports to the cylinder-port simultaneously and to cut off the auxiliary port at the outlet end and the main port except when ex hausting.

4. In a discharge valve mechanism for steam-engines and the like, the combination of a cylinder and exhaust-steam chest having a cylinder-port and two outlet-ports; and a rotative valve having a main and an auxiliary port therein, said ports operating upon said outlet-ports, the valve-seats and ports being arranged to cut off the main and auxiliary ports at the outlet ends.

5. In a discharge valve mechanism for steam-engines and the like, the combination of a cylinder and exhaust-steam chest having the cylinder-port a and two outlet-ports and a rotative valve C having the main port 0 and the auxiliary port 0, both of said ports being arranged to open to the cylinder-port a and our hands in the presence of two subscribing both of said ports operating upon the outletwitnesses.

ports from the steam-chest, the ports and CARL A. FERRARI. steam-chest seats being arranged to cut off the JOHN R. WHITTEMORE. 5 main port 0 from the cylinder, except when Witnesses:

exhausting. G. D. HIGBY,

In testimony whereof we have hereunto set H. C. LORD. 

